Compound locomotive-engine



(No Model.) 3 Sheets-Sheet 1,

W. H. HANSBLL.

GOMPOUND LOGOMOTIVE ENGINE.

No. 511,016. Patented Dec. 19, 1893,

m: mmmu. Lxmaumwuma ccuPANY.

WASHINGTON, n. a

2 b e e h S m e e h S 3 No. 511,016. Patented Dec. 19, 1893.

, K. w s

Inventor.

Attorney.

(No Model.) 3 Sheets-Sheet 3. W. H. HANSELL. COMPOUND LOOOMOTIVB ENGINE.

No. 511,016. PatentedDec. 19, 1893.

Witnesses wwwwww Tan. :1 c.

FFECE.

PATENT WVILLIAM H. HANSELL, OF PHILADELPHIA, PENNSYLVANIA.

COMPOUND LOCOMOTlVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 511,016, dated December 19, 1893.

Application filed November 11, 1892. fierial No. 451,606- No model.) I

T0 at whom it may concern:

Be it known that I, WILLIAM H. HANSELL, a citizen of the United States, residing at Philadelphia, county of Philadelphia, and State of Pennsylvania, haveinvented a new and useful Improvement in Compound Locomotive-Englues, of which the followingis a full,clear,and exact description, reference being had to the accompanying drawings, which form a part of this specification.

The object of my invention is to simplify the construction of the ports and valve of a compound locomotive engine so that the-initial cost of production will be greatly lessened and greater economy, combined with the greatest efficiency, in service, attained.

The construction which is the subject of my invention will be hereinafter particularly described.

In the accompanying drawings: Figure 1 is a side elevation showing a longitudinal sectional view of the high pressure and low pressure cylinders as they are in relation to each other at the middle of the stroke. Fig. 2 is a similar view showing the high pressure and low pressure cylinders as they are in relation to each other at the beginning or the end of the stroke. Fig. 3 is a perspective view of the valve mechanism and high pressure and low pressure cylinders and showing a section on the line c-d, Fig. 5. Fig. 4 is a sectional view on the line c-d, Fig. 5. Fig. 5 is a sectional view on the line a-b, Fig. 4. Fig. 6 is a sectional view on the line m-n, Fig. 4. Fig. 7 1s a sectional view on the line rq, Fig. 4.. Fig.8 is a sectional view on the line s-t Fig. 4.

A is the high pressure cylinder and B the low pressure cylinder.

I G is the piston in the high pressure cylinder, and D the piston in the low pressure cylinder. The rods of pistons O and D are connected to cross heads 0 and cl respectively, while cross heads work in guides c and cl respectively. The cross-heads o and d are connected by links F and G, respectively with the rockshaft H. The connecting rod I to the driving wheel is in turn connected to the rock shaft. By this well known arrangement the pistons O and D move in opposite directions.

In the cylinder casting are live steam passages which con vey the steam from the source of supply to both sides of the steam chest,

which is cast integral xvith the cylinder casting. There is also an exhaust passage from the center of the steam chest to the exhaust nozzle.

In Fig. 5 M indicates the live steam passage, N the final exhaust.

In my improvement steam from either end of the high pressure cylinder is conveyed to the same end of the low pressure cylinder by a novel form of "valve mechanism, which I will now proceed particularly to describe.

Either a cylindrical or rectangular valve may be employed, but I prefer to use, and have illustrated in the drawings, a rectangular valve. This valve P is constructed with a single bar or division 19 through its center. The face of the bar is of such a width that when the high pressure cylinder port is open to steam the low pressure cylinder port will be open to final exhaust, not, however, being so wide as to obstruct the passage of the high pressure exhaust to the low pressure cylinder.

The valve rod L is connected to the valve 0 and passes through the stufiing box in the valve head and is attached to a link or eccentric or other suitable form of valve gear. (Not shown). When the valve is moved in the direction of the arrow, Fig. 3, the port J is uncovered, and steam passes from the steam chest through the port Jto the high pressure piston O. The exhaust from the high pressure cylinder passes through the port J into the valve chamber and is thence diverted into the port 2 and the low pressure cylinder by means of the partition 13. The low pressure exhaust passes along the port Zinto the other chamber of the valve, whence by means of the partition p it is diverted into the final exhaust and up the stack. This peculiarity of valve construction, t. e. its division into two separate chambers by a central partition, is advantageous in that the steam is compelled to go directly to the point required without either passing around or through the valve, into grooves or through bushings, all of which tend to decrease the efficiency of the steam by undue friction, expansion and radiation.

It is sometimes desirable to providea means for admitting steam to the low pressure cylinder at the same instant that steam is admitted to the high pressure cylinder in order to present the maximum piston surface to facation with the valve seat hole, the other one is not. It will thus be seen that when the valve is moved and steam enters the high pressure cylinder, steam from the hole in the valve will pass to the low pressure cylinder. By this simple mechanism the starting valve can be advantageously dispensed with, the regular valve actingin a double capacity. After the engine is running the steam can be cut off from the small holes by any suitable device such as the cock K operated preferably by the cylinder cock lever. By these improvements I am enabled to construct a compound locomotive of such simple parts that the'cost of prod uction is hardly above that of a simple engine. This is a very desirable result, as the complex nature of compound locomotives has heretofore been the principal bar to their general use.

Having now fully described my invention, what I claim as new, and desire to protect by Letters Patent, is-- 1. In a compound engine, the combination of high and low pressure cylinders situated side by side, pistons in said cylinders adapted to travel in opposite directions, a valve-chest common to both cylinders and situated at the side thereof and having a supply port at each end and a final exhaust port at the center, low pressure ports on each side of the exhaust port communicating with the correspofiding ends of the low pressure cylinder, high presshaving two adjacent non-comm nnicating, hol-' low, chambers divided by a partition, said partition being adjusted to the Width of the ports, substantially as and for the purpose described.

2. In a compound locomotive engine having high pressure and low pressure cylinders, a valve chest, ports on each side leading to the high pressure and low pressure cylinders, an interposed valve having orifices on its face, corresponding orifices in the valve seat communicating with the source of steam supply and located opposite to the ports leading to the low pressure cylinder, substantially as and for the purpose described.

3. In a compound locomotive engine having high pressure and low pressure cylinders, a valve chest, ports on each side leading to the high pressure and low pressure cylinders, an interposed valve having orifices on its face, corresponding orifices in the valve seat communicating with the source of steam supply and located opposite the ports leading to the low pressure cylinder, said valve face orifices being disposed at such distances apart that when communication between one valve face orifice and its corresponding valve seat orifice is open, communication between the other orifices will be closed substantially as and for the purposes described.

In testimony of which invention I have hereunto set my hand.

WVILLIAM H. HANSELL.

Witnesses:

GEO. W. REED, FRANK S. BUSSA. 

